Manual control device for a bicycle

ABSTRACT

An integrated control device is provided, having a support body configured for attachment to curved bicycle handlebars. The support body has a brake lever for controlling the brake, and a pair of control levers. The pair of control levers are configured for manual operation. Each control lever has a respective control region and the control regions of the pair of control levers are arranged behind the brake lever and above each other.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of Italian Patent Application No.102021000019967, filed on Jul. 27, 2021, which is incorporated herein byreference as if fully set forth.

FIELD OF INVENTION

The invention relates to a manual control device for a bicycle, as wellas an electronic bicycle system comprising it. The term “manual” will beomitted hereinbelow for the sake of brevity.

BACKGROUND

Control devices are used to issue one or more commands to one or moremechanical and/or hydraulic and/or pneumatic and/or electromechanicaland/or electro-electronic equipment of the bicycle, such as a brakeassociated with a wheel, a gearshift associated with the hub of the rearwheel, a derailleur associated with the bottom bracket spindle, asuspension, a saddle setting adjuster, a lighting system, a satellitenavigator, a training device, an anti-theft device, a cycle computercapable of providing information on the status of the bicycle, thecyclist and/or the route, etc.

The known control devices for a bicycle comprise one or more manualactuation members, of the lever type, namely actuated with a rotarymovement, or of the pushbutton type, namely actuated with a linearmovement, actuatable with one finger or with plural fingers. Manualactuation members capable of issuing two or more different commandsaccording to the direction and/or magnitude of the movement and/or of aduration thereof and/or of its repetition are also known.

Typically, one or more manual actuation members are supported by asupport body suitable for attachment to the bicycle, in proximity or ata grip portion of the handlebars or of the forward protruding rest barsin the specialized handlebars for speed races (so-called “bar-end”control devices), or in other positions of the handlebars or of theframe.

The so-called “integrated” control devices comprise one to three manualactuation members in charge of controlling a brake and the gear ratio,besides possibly one or more manual actuation members in charge ofcontrolling other equipment. In the present description and the attachedclaims, under the expression “gear ratio” it is generally meant toencompass one or more of the following, unless otherwise indicated:

the gear ratio between the bottom bracket spindle and a loopedtransmission element, in particular a chain or a belt,

the gear ratio between the looped transmission element and the hub ofthe rear wheel,

the overall gear ratio between the bottom bracket spindle and the hub ofthe rear wheel (controllable for example with some types ofelectronics).

In some cases, the controlled equipment directly responds to the manualforce issued through the control device, such as for example in the caseof mechanical brakes and gearshifts actuated through a Bowden cable orother sheathed cable; in other cases the manual force is amplifiedthrough the use of a hydraulic fluid, such as for example in the case ofhydraulic brakes or hydraulic suspensions; in still other cases, anelectric motor is used, such as for example in the case of electronicgearshifts, and the manual action is limited to control of an electricswitch.

In the case of a control device at least partly electric/electronic, thecontrol device may contain part of or all the electric and/or electroniccomponents for processing the issued signals, and it may be connectedvia cable or wireless with the controlled piece or pieces of equipment,directly or through a central processing unit, a cycle computer or asmart-phone or other general purposed device provided with a suitableapp.

In the present description and the attached claims, adjectives like“proximal”, “distal”, “upper”, “lower”, “right”, “left” refer to themounted condition of the control device on the bicycle. In particular,“proximal” is used to indicate closer to the center of the handlebars,facing the center of the handlebars, and the adjective “distal” is usedto indicate farther from the center of the handlebars, facing away fromthe center of the handlebars. Vice versa, adjectives “inner” and “outer”are used with reference to the control device itself: “inner” is used toindicate closer to the center of the control device and the adjective“outer” is used to indicate farther from the center of the controldevice.

Integrated control devices are known, electronic or mechanical, whereina gearshift lever is arranged behind the brake lever and a gearshiftsmall lever is arranged on the proximal face of the support body,intended for being actuated with the thumb. The Applicant has found thatthe small lever may turn out to be annoying for the cyclist, besidescomplicating the production of the support body, for example from thepoint of view of the tight seal, because it requires a slit large enoughto allow its movement.

Integrated control devices are also known, typically electronic ormechanical, for curved bicycle handlebars, comprising a support bodyconfigured for attachment to the bicycle handlebars, a brake lever forcontrolling the brake, articulated at an upper end thereof, the pivotaxis of the brake lever being substantially horizontal and forward withrespect to the handlebars in the travel direction, so that the brakelever is actuated by pulling it towards the curved end of thehandlebars, and a pair of control levers, in charge of controlling agear ratio, each control lever having a control region, intended forapplying the manual force, arranged behind the brake lever.

The control regions of the pair of control levers are arranged next toeach other, namely one straight behind the brake lever and one evenfurther behind, and may be actuated with fingers other than the thumbwhile the cyclist grips the handlebars and/or while he/she grips thesupport body. The Applicant has found that this arrangement of thegearshift levers is liable to involuntary actuation in that it turns outto be difficult for the cyclist to distinguish the levers; furthermore,one lever may turn out to be too close and/or the other lever may turnout to be too far from the hand palm.

The technical problem at the basis of the invention is to improve theergonomics of an integrated control device for curved bicyclehandlebars.

SUMMARY

To address the above technical problem, the invention relates broadly toan integrated control device, especially a control device for curvedbicycle handlebars. A support body is configured for attachment tocurved bicycle handlebars. The support body has an articulated brakelever for controlling the brake, the pivot axis of the brake lever issubstantially horizontal and forward with respect to the handlebars inthe travel direction in the mounted condition of the control device. Apair of control levers, preferably in charge of controlling a gearratio, with each control lever having a control region. The controllevers are preferably actuated by a manual force applied at the controlregion. The control levers are arranged behind the brake lever. Thecontrol regions of the pair of control levers are arranged one above theother.

The invention relates, in an aspect thereof, to an integrated controldevice for curved bicycle handlebars, comprising:

a support body configured for attachment to the bicycle handlebars,

a brake lever for controlling the brake, articulated at an upper endthereof, the pivot axis of the brake lever being substantiallyhorizontal and forward with respect to the handlebars in the traveldirection in the mounted condition of the control device, so that thebrake lever is actuated by pulling it towards the curved end of thehandlebars, and

a pair of control levers, preferably in charge of controlling a gearratio, each control lever having a control region, intended forapplication of the manual force, arranged behind the brake lever.

The control regions of the pair of control levers may be arranged oneabove the other.

Each control lever is therefore rearward with respect to the brake leverin the travel direction.

With this arrangement, the control lever having the upper control regionmay be actuated for example with a forefinger and the control leverhaving the lower control region may be actuated for example with amiddle finger. The cyclist finger may “specialize” and an involuntaryactuation is avoided. The provision of two distinct levers furtherallows the respective pivot point to be optimized, so as to betterexploit the lever effect during actuation.

The control lever having the upper control region may be intended forapplying the manual force with a forefinger and the control lever havingthe lower control region may be intended for applying the manual forcewith a middle finger.

The control lever having the upper control region may be intended foremitting an upshift command and the control lever having the lowercontrol region may be intended for emitting a downshift command.

The control regions of the pair of control levers may be separated by aslit.

The brake lever may have a distal face having a rear edge and alongitudinal direction defined by a line tangent to the rear edge andintersecting the pivot axis. The slit may extend slanted downwards alonga direction forming an angle comprised between 15° and 60° with thelongitudinal direction of the brake lever, preferably an angle comprisedbetween 25° and 55°, more preferably an angle comprised between 35° and50°. The control regions of the pair of control levers may extend onsurfaces that, at the rear edge of the brake lever, are tangent to thedistal face of the brake lever.

The control regions of the pair of control levers may extend on a sameplane or on a curved surface having a constant or uniformly changingradius of curvature. In this way, between the two control regions thereis no sharp transition.

The upper control region may be comparatively short and wide and thelower control region may be comparatively tall and narrow. In this wayit is possible to make them have substantially the same distance fromthe handlebars.

The control regions of the pair of control levers may have a differentsurface texture, so as to allow them to be distinguished by the feel.

Each control lever of the pair may be articulated about an axissubstantially orthogonal to the pivot axis of the brake lever.

The control region of each control lever of the pair may extendsubstantially along the entire length of the control lever and thedriven region may be arranged in an intermediate zone of the controlregion. Therefore, each control lever may serve as a second-class leveror as a third-class lever according to where the cyclist rests his/herfinger and/or which finger he/she uses.

Each control lever of the pair may be articulated at an upper endthereof.

Both control levers of the pair may be movable between a rest positionbehind the brake lever and an actuation position proximal with respectto the rest position.

Each control lever of the pair may be articulated on the brake lever.

Each control lever may control an electric switch.

Each electric switch may be housed on the support body, a motiontransmission device from a driven region of the respective control leverto the electric switch being provided for.

The driven region of each control lever of the pair may have a camsurface configured to amplify a displacement of the driven region causedby the rotation of the control lever into a larger displacement of a camfollower associated with the cam surface.

Said cam follower may actuate said switch by directly or indirectlypushing it.

A pusher may be articulated in the cam follower so as to be able toremain extending along one and the same direction during the movement ofthe cam follower in the cam surface.

The invention relates, in another aspect, to an electronic controldevice for a bicycle, comprising:

a support body configured for attachment to the bicycle handlebars,

a push-operated switch,

a control lever actuatable for switching the switch in order to issue acommand.

The driven region of the control lever may have a cam surface configuredto amplify a displacement of the driven region caused by the rotation ofthe control lever into a larger displacement of a cam followerassociated with the cam surface, said cam follower actuating said switchby directly or indirectly pushing it.

The Applicant observed that in the known control devices comprising acontrol lever actuatable for switching a push-operated switch, typicallyof the micro-switch type or of the type including a deformabledome-shaped diaphragm, the stroke of the control lever is very short,corresponding to the stroke of the switch, and it is hardly perceivableby the cyclist, besides being possibly a cause of involuntary actuation.In order to increase the manual movement, a quite long lever arm wouldbe necessary, but this is not always feasible or desirable.

Through the provision of the cam surface, it is possible, despite theshort stroke of the switch, to allow a movement of the control leverlarge enough to be perceivable by the cyclist; furthermore, because sucha large enough movement of the control lever is necessary, then smalloscillations of the control lever, caused by vibrations or by smallmovements of the cyclist's hand or fingers, do not entail anyinvoluntary actuation of the switch.

The presence of the cam surface makes the magnitude of the lineardisplacement of pushing on the switch independent of the magnitude ofthe lever arm, of its angular stroke, and of the position of the fulcrumwith respect to the switch.

A pusher may be articulated in the cam follower so as to be able toremain extending along one and the same direction during the movement ofthe cam follower in the cam surface.

The driven region of the control lever may have a protrusion providedwith an aperture forming said cam surface.

When the support body is configured for attachment to curved bicyclehandlebars, so-called drop-bar, the control device may further comprisea brake lever for controlling the brake, articulated at an upper endthereof, the pivot axis of the brake lever being substantiallyhorizontal and forward with respect to the handlebars in the traveldirection, so that the brake lever is actuated by pulling it towards thecurved end of the handlebars.

The control lever may be articulated with the brake lever.

The control lever may be arranged behind the brake lever.

The switch may be housed in the support body.

BRIEF DESCRIPTION OF THE DRAWINGS

Further features and advantages of the invention will be betterhighlighted by the description of preferred embodiments thereof, madewith reference to the attached drawings, wherein:

FIG. 1 shows a control device, lacking a cover sheath and in a view froma distal side thereof,

FIGS. 1A and 1B show cross-sections along planes A-A and B-B of FIG. 1 ,

FIG. 2 shows the control device of FIG. 1 , lacking the cover sheath andin a view from a proximal side thereof,

FIG. 3 shows the control device of FIG. 1 , provided with the coversheath and in a view from its proximal side,

FIG. 4 shows a support body of the control device of FIG. 1 partiallybroken away and some other components of the control device, in anexploded view,

FIG. 5 shows an isometric view of some components of the control deviceof FIG. 1 ,

FIG. 6 shows an isometric view of another component of the controldevice of FIG. 1 ,

FIG. 7 is a partial view of the support body of the control device ofFIG. 1 , partially cut-away, and of some assembled components thereof,

FIG. 8 is a partial view of the support body of the control device ofFIG. 1 , partially cut-away, and of some assembled components therein,

FIG. 9 shows the support body of the control device of FIG. 1 ,partially cut-away, and of some assembled components therein,

FIG. 10 shows some components of the control device of FIG. 1 , in anexploded and partially cut-away view,

FIG. 11 shows a cross-sectional view through some components of thecontrol device of FIG. 1 ,

FIGS. 12 and 13 show cut-away views of some components of the controldevice of FIG. 1 , in two different operating configurations,

FIGS. 14-17 show some variants of a subset of components of the controldevice of FIG. 1 ,

FIG. 18 is a cross-sectional view through some components of the controldevice of FIG. 1 , and

FIG. 19 is a cross-sectional view through some alternative components ofthe control device of FIG. 1 .

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In FIGS. 1-3 there is shown a control device 1 according to a merelyillustrative and not limiting embodiment of the invention. All thecomponents described below are to be understood as optionally present inthe control device 1, unless otherwise indicated.

In the case shown, it is a left control device, a right control devicebeing the mirror image thereof.

In the case shown, it is a control device for curved handlebars,so-called of the “drop-bar” type, or for racing bicycles.

In the case shown, it is a control device of the electronic type.

In the case shown, it is a wireless control device.

The control device 1 comprises a support body 2, configured, in the caseshown, for attachment to the bicycle handlebars. In the case of thecontrol device for curved handlebars shown, the support body 2 isattached at its rear region 3, so as to protrude forward in the traveldirection from the convex grip region of the handlebars, in a manner perse well known. The support body 2 may also be gripped by the cyclistinstead of the handlebars, resting his/her hand palm on its upper region4.

The control device 1 shown is, by way of an example, of the integratedtype, in charge of controlling a brake and the gear ratio.

The control device 1 shown is, moreover, by way of an example, in chargeof emitting further commands, as better described hereinbelow.

The control device 1 may comprise, as shown, a manual actuation memberin the form of a brake lever 5, for controlling the brake, articulatedat an upper end thereof, the pivot axis 6 of the brake lever 5 beingsubstantially horizontal and forward with respect to the handlebars inthe travel direction, so that the brake lever 5 is actuated by pullingit towards the curved end of the handlebars, namely generally toward therear region 3 of the support body 2, as shown by arrow X.

In FIG. 1 a hydraulic tank 9 of the braking system is visible, but thebraking system is not necessarily of the hydraulic type.

The control device 1 may comprise, as shown, a pair of manual actuationmembers in the form of control levers 10, 11 in charge of controlling agear ratio, preferably, in the case of the left control device shown,for controlling the gear ratio between the bottom bracket spindle and alooped transmission member, in particular a chain or a belt.

The control levers 10, 11 are articulated, for example, at an upper endof the control levers 10, 11.

The control levers 10, 11 have a respective control region 12, 13,intended for applying the manual force, in the case shown arrangedbehind the brake lever 5, namely rearward with respect to the brakelever 5 in the travel direction.

The control levers 10, 11 are actuated, for example, by pushing themgenerally in the distal to proximal direction, as shown by arrows Y, Z.In this case, the control levers 10, 11 are movable between a restposition behind the brake lever 5, namely rearward with respect to thebrake lever 5 in the travel direction, and an actuation positionproximal with respect to the rest position.

In the case shown of an electronic control device, for controlling aderailleur or gearshift or other electric-electronic equipment, thecontrol levers 10, 11 control the closure of a respective switch, notvisible in FIGS. 1-3 ; in other cases, the control levers 10, 11 may beprovided for issuing one or more commands to one or more mechanicaland/or hydraulic and/or pneumatic and/or electromechanical pieces ofequipment, and for example they may control the traction of sheathedcables, the push of pistons or something else.

The control device 1 may comprise, as shown, a pair of manual actuationmembers in the shape of push-buttons 16, 17 which control the command,for example the closing, of a respective switch, not visible in FIGS.1-3 , and which are in charge of, for example, issuing commands toelectronics of a controlled equipment, in particular to the electronicsof the front derailleur in the case of the left control device shown, ofthe gearshift in the case of the right control device.

The control device 1 may comprise a luminous indicator 18 as outputinterface device with the user.

The push-buttons 16, 17 and the luminous indicator 18 are arranged, forexample, on the proximal face 19 of the support body, so as to be easilyaccessed by the cyclist's thumb, and in a position visible by thecyclist.

A sheath 20, shown in FIG. 3 , may cover part of the support body 2. Thesheath 20 has regions 21, 22 with greater flexibility, for examplethinner, or holes at the push-buttons 16, 17, as well as a hole 23 atthe luminous indicator 18, if provided for.

The control device 1 may comprise a coaxial cable 24 having an antennafunction for wireless communication with one or more pieces of equipmentcontrolled by the control device 1 and/or with other electronic devices.The coaxial cable 24 has for example the function of a quarter waveantenna.

The coaxial cable 24 may extend to the outer surface of the support body2 and may also have an end portion 24 a extending thereonto.

The coaxial cable 24 may extend to—and possibly with the end portion 24a on—the proximal face 19 of the support body 2.

The coaxial cable 24 may arrive—and its end portion 24 a may extend—in aposition not involved by the cyclist's hand and/or fingers during thenormal grip of the support body 2 or of the handlebars.

In FIGS. 2-3 , motion transmission devices 25, 26 are also partiallyvisible, which may be interposed between the control levers 10, 11 andrespective switches, not visible in those figures.

The possible switches controlled by the manual actuation members 10, 11,16, 17 are housed within a cavity of the support body 2, the closure ofwhich is shown in FIG. 1 , made for example through a frame-like cover27 and a cover 28 inserted therein, which also serves for fixing abattery for powering the electric/electronic components housed withinthe cavity of the support body 2. The cover 28 is, for example, arrangedon the distal face 29 of the control device 1, so that the battery maybe easily accessible for replacement.

The distal face 29 may also bear a service opening closed by a cover 30.

The control regions 12, 13 of the control levers 10, 11 may be arrangedone above the other as shown. For example, the control lever 10 havingthe upper control region 12 is intended for applying the manual forcewith a forefinger, and the control lever 11 having the lower controlregion 13 is intended for applying the manual force with a middlefinger. For example, the control lever 10 having the upper controlregion 12 is intended for emitting an upshift command and the controllever 11 having the lower control region 13 is intended for emitting adownshift command. The cyclist's finger may therefore “specialize” andan involuntary actuation is avoided.

The control regions 12, 13 may have a different surface texture so as toallow them to be distinguished by the feel.

Furthermore, because there are two independent control levers 10, 11,the respective pivot point may be optimized, so as to better exploit thelever effect during actuation.

The control regions 12, 13 may be separated by a slit 32.

The slit 32 may extend, slanted downwards, substantially along adirection 32 a forming an angle comprised between 15° and 60° with thelongitudinal direction 8 of the brake lever 5, preferably an anglecomprised between 25° and 55°, more preferably an angle comprisedbetween 35° and 50°.

The longitudinal direction 8 of the brake lever 5 is defined by a linetangent to the rear edge 7 a of a distal face 7 of the brake lever 5 andintersecting the pivot axis 6 of the brake lever 5.

The control regions 12, 13 may extend on one and a same plane as shown,or on a curved surface having a constant or uniformly changing radius ofcurvature, so that between the two control regions there is no sharptransition. However, this is not strictly necessary.

The control regions 12, 13 start preferably both from the rear edge 7 aof the distal face 7 of the brake lever 5; alternatively, they could beone rearward with respect to the other one.

With reference also to FIGS. 1A and 1B, the control regions 12, 13 mayextend on surfaces which, at the rear edge 7 a of the brake lever 5, aretangent to the distal face 7 of the brake lever 5.

In the control device 1 shown, the upper control region 12 iscomparatively short and wide and the lower control region 13 iscomparatively tall and narrow, even though this is not strictlynecessary. Because the brake lever 5 is usually slanted towards thehandlebars, by so shaping the control regions 12, 13 it is possible tomake their distance from the handlebars substantially equal.

The control regions 12, 13 of the control levers 10, 11 provided behindthe brake lever 5 may however have configurations and/or positions evenremarkably different from those shown; manual actuation membersdifferent from control levers, for example of the push-button type, mayalso be provided for, in order to actuate the possible switches which,in the case of the control device 1 shown, are actuated by the controllevers 10, 11, or to send non-electric commands; control levers or othermanual actuation members behind the brake lever 5 may also be lackingaltogether, only control manual actuation members or push-buttons on thesupport body 2 being provided for.

As mentioned, the control device 1 may comprise a plurality of switchesand/or other electric/electronic components, among which for examplealso a wireless communication device.

With reference also to FIGS. 4-9 , a plurality of electric/electronicdevices may be housed within the support body 2.

Said plurality of electric-electronic devices may be distributed on atleast two printed circuit boards, PCBs 34, 35. The two PCBs 34, 35 of apair of said PCBs may be parallel to and spaced from each other. In thisway, the two PCBs may for example be housed within a cavity 33 of thesupport body 2, which may have a comparatively small cross size, withrespect to the extent of the support body 2.

The two PCBs 34, 35 of the pair of PCBs may be electrically connected toeach other, for example as discussed hereinbelow.

The electro-electronic devices borne by the PCBs 34, 35 of the pair ofparallel and spaced PCBs may represent the most or even the totality ofthe electric/electronic components of the control device 1.

However, other electro-electronic devices may be borne by one or moreother PCBs, for example on a third PCB not parallel to the PCBs of thepair as will be described for example hereinbelow with reference to FIG.11 , or also directly fixed for example to the support body.

The cavity 33, which closure has already been discussed above, may openon the distal face 29 of the support body 2.

The cavity 33 may extend from the distal face 29 of the support body 2,to in proximity to the proximal face 19. The bottom 36 of the cavity 33may have through holes or openings 37, 38, 39, 40, respectively at thecontrol push-buttons 16, 17, at the luminous indicator 18, and for thepassage of the coaxial cable 24, if provided for.

One of the two PCBs, hereinbelow named auxiliary PCB 35, bears, on itsproximal face 41 (shown in FIG. 5 ) facing toward the bottom 36 of thecavity 33, and in positions corresponding to the holes 37, 38, switches42, 43 respectively controlled by the control push-buttons 16, 17. Theauxiliary PCB 35 is fixed in proximity to the bottom 36 of the cavity33, for example through screws 44 in threaded blind holes 45.

A flexible diaphragm 46, for example made of silicone, may be interposedbetween the auxiliary PCB 35 and the bottom 36 of the cavity, in orderto ensure hermetic tightness. The diaphragm is so seated as to let theholes 39, 40 for the luminous indicator 18 and for passage of thecoaxial cable 24 free, if provided for.

The diaphragm 46 may have recessed seats 47, 48 at the holes 37, 38 andat the switches 42, 43, if provided for, open towards the auxiliary PCB35, within which rigid pushers 49, 50 are housed.

The diaphragm 46 with the rigid pushers 49, 50 embodies the manualactuation members or control push-buttons 16, 17.

A spacer 51 may be fixed to the proximal face 41 of the auxiliary PCB 35about the switches 42, 43, for example trough press fitting protrusions52 thereof into holes 53 of the auxiliary PCB 35, in order to keep thediaphragm 46 and the rigid pushers 49, 50 spaced from the switches 42,43 in the rest condition of the control push-buttons 16, 17;furthermore, the spacer 51 allows tightness through compression of thediaphragm 46 towards the bottom 36 of the cavity 33.

A pusher 49 may have a greater height than the other pusher 50 so thatthe control push-button 16 protrudes from the proximal face 19 of thesupport body 2 so as to promote actuation thereof, and so that thecontrol push-button 17 is flush with the proximal face 19 or is recessedin the proximal face 19 so as to avoid an involuntary actuation thereof.The protruding control push-button 16 is intended for the input ofcommands during the ordinary use of the bicycle, for example it is apush-button for selecting an operating mode of the controlled equipment(“mode” push-button), while the control push-button 17 is intended forexample for the input of setting commands.

The control push-button 17 may be intended for switching some or all theelectric/electronic components on and off, through disconnection of thepower supplied by the battery which, as mentioned, may be fixed to thecover 28 on the distal face 29 of the support body 2, and which will bebetter described hereinbelow. This provision allows energy to be spared,also when the electronics is provided with a low consumption mode,so-called sleep or standby mode, and is awaken thus returning to befully operative, namely in a full operation operating mode, for examplethrough a movement sensor, for example an accelerometer, while it entersthe low consumption mode in the absence of movement and/or after acertain period of time, for example. This provision is particularlyuseful in the case of a control device 1 provided with a wirelesscommunication module, because the latter has remarkable consumption. Theprovision of an on/off push-button on an electronic control deviceprovided with a wireless communication module and/or provided with a lowconsumption mode is innovative per se, irrespectively of the presence orabsence of other innovative features of the subject-matter disclosedherein.

With reference also to FIG. 7 , the distal face 54 of the auxiliary PCB35, facing toward the bottom 36 of the cavity 33, may have a connector55 for coupling with a matching connector (106) connected to switchescontrolled by the control levers 10, 11, if provided for as betterdescribed hereinbelow. The connector 55 may be of the snap-type, forexample a connector of the EZ-mate type. The connection may however bemade through soldering.

The distal face 54 of the auxiliary PCB 35 may have a connector 56 forcoupling with a matching connector 57 provided on the proximal face 58of the main PCB 34, visible in FIG. 6 and facing toward the bottom 36 ofthe cavity 33. The connectors 55, 56 may be of the snap-type, forexample of the pin strip type.

The provision of the connectors 55, 56 aids the mounting operations andalso serves as a mutual mechanical connection of the two PCBs 34, 35,avoiding vibrations and risks of collision of the components, as well asa spacer, thus ensuring the aeration of the electric-electroniccomponents on the PCBs 34, 35. The connection may however be madethrough soldering.

The proximal face 58 of the main PCB 34 may also bear a wirelesscommunication module 59, for example according to the BlueTooth or ANT+protocol. The module may have an integrated microcontroller.

The wireless communication module 59 is typically provided with aninternal antenna. In order to avoid that the cyclist's hand screens theantenna, the above-mentioned coaxial cable 24 may be provided for,having an antenna function. The coaxial cable 24 may be connected withthe wireless communication module 59 through a coaxial connector 60provided for example on the distal face 61 of the main PCB 34 andconnected with the wireless communication module 59 through, forexample, a printed connection through the main PCB 34.

The coaxial cable 24 may extend to—and possibly also with its endportion 24 a extending on the—outer surface of the support body 2, forexample on its proximal face 19, as mentioned above. For example, thecoaxial cable 24 may pass next to the auxiliary PCB 35, to the spacer 51and to the diaphragm 46 within the cavity 33 and through the throughhole 40 on the bottom 36 of the cavity 33.

The coaxial cable 24 may extend to the outer surface of the support body2 in a region of the support body 2 which, in a mounted condition of thecontrol device 1 on the handlebars or in general on the bicycle,substantially faces an intended position for a wireless communicationmodule with which said wireless communication module 59 is intended tocommunicate, for example with a wireless communication module of acontrolled equipment such as a derailleur or a gearshift, or of anotherelectronic device, such as a cycle computer, a smartphone or similar,arranged in a central region of the handlebars. The end portion 24 a ofthe coaxial cable 24 may extend in said region.

The control device 1 and said controlled equipment or other electronicdevice form a bicycle electronic system.

With reference also to FIG. 8 , the end portion of the coaxial cable 24is for example housed in a groove 62, correspondingly sized, one end ofwhich may communicate with the hole 40. The coaxial cable 24 thus turnsout to be force fitted, or in any case without any substantialpossibility of movement within the groove 62, so as to remain in theintended position.

The groove 62 may be made in a recess 63 of the outer surface of thesupport body 2, larger than the groove 62, provided for example to housea film made of adhesive plastic material (not shown) for retaining thecoaxial cable 24. The recess 63 may be sized correspondingly to thefilm. These details have been omitted from FIG. 2 for the sake ofclarity.

The proximal face 58 of the main PCB 34 may also bear a light source 64,for example an LED. A light guide 65 may extend between the light source64 and the through hole 39 on the proximal face 19 of the support body2. A light diffuser 66 or gem may be provided for at the through hole39. The light source 64, the light guide 65 and the light diffuser 66embody said luminous indicator 18, if provided for.

The distal face 61 of the main PCB 34 may also bear electric contacts 68for a battery 69, for example a button battery.

A screen 70 may be coupled on the distal face 61 of the main PCB 34, inorder to hide the main PCB 34 from view and protect any test points 71provided on said distal face 61. A through aperture 72 is provided onthe screen 70 at the passage of the electric contacts 68.

The main PCB 34, with the possible screen 70 coupled thereto, may befixed to the proximal face 74 of the frame-like cover 27 which partiallycloses the mouth 73 of the cavity 33, for example through force fittingprotrusions 75 of the frame-like cover 27 in holes 76 of the main PCB34.

A through seat 77 for the battery 69 may be provided for in theframe-like cover 27, for example it may protrude from the proximal face74 of the frame-like cover 27.

The frame-like cover 27 is fixed in the peripheral region of the mouth73 of the cavity 33, for example through screws 78 in threaded blindholes 79 made in posts 80 upright from the bottom 36 of the cavity 33. Aframe-like gasket 81 may be interposed between the frame-like cover 27and the posts 80 in order to ensure tightness.

The main PCB 34 turns out to be fixed in an intermediate position of thecavity 33—while, as above mentioned, the auxiliary PCB 35 may be fixedin proximity to the bottom 36 of the cavity 33—and therefore inproximity to the proximal face 19 of the support body 2 in the caseshown.

The above-mentioned cover 28 of the battery 69 closes the through seat77 or opening of the frame-like cover 27 holding the battery 69 in itsseat. An O-ring 82 may be provided for in order to ensure the tightnessbetween the cover 28 and the frame-like cover 27. A seat 83 for theO-ring 82 may be provided for in the cover 28 of the battery 69.

The cover 28 presses the battery 69 onto the electric contacts 68,holding it against the main PCB 34. If the electric contacts 68 are ofthe flexible blade type, they elastically deform and aid the ejection ofthe battery 69 for its replacement.

The cover 28 of the battery 69 is, for example, of the bayonet type, twosnapping lugs 84 being visible in FIG. 4 . The cover 28 of the batteryis, for example, provided with a groove 85 for inserting an actuationcoin.

The arrangement of the cover 28 of the battery 69, in general of themouth 73 of the cavity 33, on the distal face 29 of the control device 1aids the replacement of the battery 69 because this is easilyaccessible.

FIG. 9 shows a detail of the support body 2 in a cut-away view at thecavity 33, making the mounting condition of the components housedtherein evident, including the frame-like cover 27, while the battery 69is shown broken away from its seat and the cover 28 is also shown brokenaway, provided with the O-ring 82.

In FIG. 7 , which also shows a detail of the support body 2 in acut-away view at the cavity 33, the mounting condition of all componentshoused therein is evident.

It will be understood that the arrangement of the variouselectric/electronic components on the two PCBs 34, 35 may vary alsoremarkably from what shown, that some of them may be omitted, and viceversa other electric/electronic components may be provided for.

However, it is highlighted that the provision of the two parallel andspaced PCBs 34, 35 not only allows to have a lot of space available forthe electric/electronic components, and therefore allows their number tobe increased, but it also allows the various electric/electroniccomponents to be placed in the most suitable position of the supportbody 2, in proximity to suitable regions of its exposed surface.

In the control device 1 shown, the two PCBs 34, 35 are parallel to theproximal face 19 and to the distal face 29 of the support body 2, butalternatively they may be parallel to a lower and an upper face of thesupport body 2, or they may be parallel to a front and a rear face ofthe support body 2, or have another configuration with respect to thesupport body 2.

It will be understood that in the case of a control device not intendedfor curved handlebars, rather intended for straight handlebars orso-called T-bar, or for a resting bar protruding forward of handlebarsspecialized for speed races (“bar-end” control device), or for a controldevice intended for attachment to the bicycle frame, the provision ofthe two PCBs 34, 35 may still turn out to be convenient. In those cases,the two PCBs may still be parallel to a distal and a proximal face ofthe support body, or they may be parallel to a lower and an upper faceof the support body, or they may be parallel to a front and a rear faceof the support body, or may have another configuration with respect tothe support body, the criteria for placing the two PCBs in the supportbody and for distributing the various electric/electronic components onthe two PCBs being manifest to those skilled in the art in the light ofthe above description.

With reference also to FIGS. 10-13 , as above mentioned, in the caseshown of electronic control device 1, for controlling a derailleur or agearshift or other electric-electronic equipment, the control levers 10,11 control the closure of a respective switch 90, 91.

Between the control levers 10, 11 and the switches 90, 91, motiontransmission devices 25, 26 can be interposed, as above mentioned. Inthis way it is possible to arrange the switches 90, 91 on the supportbody 2, where the electric and tight insulation may be made moreconveniently, while the control levers 10, 11 may be arranged where itis more ergonomic, for example behind the brake lever 5. Through thetransmission devices 25, 26 it is not necessary, still being possible,to articulate the control levers 10, 11 with the support body 2 andprovide them with a dual articulation in order to allow them to followthe movement of the brake lever 5. On the contrary, it is possible forexample to articulate the control levers 10, 11 on the brake lever 5, asbetter described hereinafter.

The switches 90, 91 may be housed, together with other components betterdescribed hereinbelow, in a switch case 92 tightly closed by a cover 93,for example of the snapping type.

With reference also to FIGS. 4 and 9 , the switch case 92 may be housedwithin the support body 2, in a service opening 94 extending through thesupport body 2 from a recess 95 thereof adjacent to the cavity 33. Therecess 95 may be also provided for housing the mechanics actuated by thebrake lever 5 and the hydraulic tank 9 controlled thereby, if providedfor.

The switch case 92 may be fixed to the support body 2 for examplethrough a screw (not shown) extending between a hole 96 of theabove-mentioned cover 30, which closes the service opening 94, a hole 97of the case 92 and a hole (not visible) of the support body 2.

With reference in particular to FIGS. 10-12 , the switches 90, 91 may beof the push-operated type, for example of the micro-switch type or ofthe deformable dome-shaped diaphragm type. For example, in the switchcase 92 there may be housed a switch printed circuit board or PCB 100comprising conductive tracks and a pair of deformable diaphragms 101,102 to close electric circuits formed by the conductive tracks, facingthe switch PCB 100 to form the switches 90, 91.

The other face of the switch PCB 100 may bear a removable connector 103for a cable system 104, comprising for example three cables, having amatching removable connector 105 a first end and a second connector 106at the second end. The cable system 104 may pass through a hole 107(FIG. 4 ) which communicates the recess 95 with the cavity 33; a gasket108 may be provided at the hole 107 (FIG. 9 ). A cover 109 (FIG. 9 ) maybe fixed, for example through a screw 110, within the recess 95 in orderto seal the cable system 104.

The removable connector 106 at the second end of the cable system 104couples to the removable connector 55 on the distal face 54 of theauxiliary PCB 35. In this way, the assembly of the control device 1 isparticularly simple and fast and the replacement of the switch PCB 100is possible independently of the replacement of the main PCB 34 and/orof the auxiliary PCB 35. However, the removable connectors 103, 105and/or 106, 55 may be replaced by soldered connections, for example.

In the case of the control device 1 shown, as mentioned, motiontransmission devices 25, 26 are provided, each one operativelyinterposed between the manual actuation member or control lever 10, 11and the respective switch 90, 91. In case the motion transmissiondevices 25, 26 are not provided for, the manual actuation members orcontrol levers 10, 11 may act by directly pushing on the switches 90,91, for example in order to temporarily close the switches 90, 91.

Each motion transmission device 25, 26 may comprise a guide element 113,114 provided with a filiform through cavity 115, 116, and a filiformbody 117, 118 substantially longitudinally incompressible and slidinglyguided within the guide element 113, 114. The guide element 113, 114 mayhave a first end 119, 120 fixed, for example in the manner betterdescribed hereinbelow, in proximity to a driven region 121, 122 of thecontrol lever 10, 11 and a second end 123, 124 fixed in proximity to theswitch 90, 91.

In the present description and the attached claims, under term“filiform”, elongated and thin is meant to be understood.

In the present description and the attached claims, the expression“driven region” is used to indicate the portion of the manual actuationmember which is moved when the cyclist applies a force to a controlregion of the manual actuation member. In the case of a manual actuationmember of the lever type, the control region comprises the applicationpoint of the driving force and the driven region comprises theapplication point of the driven force; in the case of a push-button, thecontrol region and the driven region are opposed faces.

The filiform body 117, 118 may have a first end 125, 126 directly orindirectly pushed, as better described hereinbelow, by the driven region121, 122 of the control lever 10, 11 during actuation thereof and asecond end 127, 128 acting by pushing on the switch 90, 91, for exampletemporarily closing it.

The second end 127, 128 of the filiform body 117, 118 may directly acton the switch 90, 91 or, as in the case shown, indirectly.

In the case shown, the switch case 92 has seats 129, 130 for housing apair of ferrules 131, 132 for holding end flanges 133, 134 of the guideelements 113, 114 in order to prevent axial sliding thereof.

Through holes 135, 136 are provided on the bottom of the seats 129, 130for the passage of the filiform bodies 117, 118, which communicate withanother pair of seats 137, 138 of the case 92 and form openings thereof.

In the seats 137, 138 a pair of rigid pushers 139, 140 may be housed,which are on the side of openings 148, 149 of the seats 137, 138 andact, through the openings 148, 149, on the deformable diaphragms 101,102.

In the seats 137, 138 a second pair of auxiliary pushers 141, 142 may behoused, on the side of the openings 135, 136 of the seats 137, 138.

In the seats 137, 138 a pair of springs 143, 144 may be housed,extending about the pushers 139, 141 and 140, 142, respectively. Theelastic constant of each of the springs 143, 144 is selected such thatthe load of the spring 143, 144 is less than the actuation load of theswitch 90, 91.

However, the elastic constant of the springs 143, 144 may, but notnecessarily has to, be selected in such a manner that they push orcontribute to push the pushers 141, 142 and therefore in general themanual actuation members 10, 11, away from the first openings 148, 149,in the direction of non-actuation of the switches 90, 91.

The auxiliary pushers 141, 142 are for example cup shaped in order toaccommodate the ends of the filiform bodies 117, 118.

A spacer 145 may be interposed between the deformable dome-shapeddiaphragms 101, 102 and the pushers 139, 140; the spacer 145 also holdsthe diaphragms 101, 102 in their position.

The seats 137, 138 may be oversized with respect to the stroke of theswitches 90, 91. In the rest, not compressed condition of the springs143, 144, the pushers 139, 141 and 140, 142 may then be spaced by a gap146, 147, better discussed hereinbelow. The load of the spring 143, 144is related to the elastic constant of the spring 143, 144 and to theentity of the gap 146, 147.

In the case shown, an auxiliary body 150 is fixed to the brake lever 5,for example housed in a region thereof having a substantially U-shapedcross-section. The auxiliary body 150 may be fixed to the brake lever 5for example through gluing or co-moulding. The auxiliary body 150 thusbecomes a single body with the brake lever 5 and might also be missing,by suitably shaping the brake lever 5.

The auxiliary body 150 may have a pair of pivot pins 151, 152 of thecontrol levers 10, 11. The control levers 10, 11 are thus articulated onthe brake lever 5, rather than on the support body 2.

The control levers 10, 11 may have protrusions 153, 154 provided withholed flanges 155, 156 configured to rotate on pivots 151, 152, beingaxially hold for example by elastic rings 157, 158.

The pivot pins 151, 152 of the control levers 10, 11 extendsubstantially orthogonal to the pivot axis 6 of the brake lever 5,almost orthogonal to the above defined longitudinal direction 8 of thebrake lever 5.

The control levers 10, 11 may have end-of-stroke protrusions 159, 160.

The driven regions 121, 122 of the control levers 10, 11 may haveprotrusions 161, 162 provided with apertures 163, 164 forming camsurfaces 165, 166.

The cam surfaces 165, 166 amplify a displacement of the driven regions121, 122 caused by the rotation of the control levers 10, 11 into alarger displacement of cam followers associated therewith, which actuatethe switches 90, 91 by directly or indirectly pushing them, for exampleas described hereinbelow.

Through the provision of the cam surface 165, 166, a movement of thecontrol lever 10, 11 large enough to be perceived by the cyclist may beallowed, also when the movement for actuating the switch 90, 91 bypushing it has to be small; furthermore, because such a large enoughmovement of the control lever 10, 11 is necessary, then smalloscillations of the control lever 10, 11, caused by vibrations or smallmovements of the cyclist's hand or fingers, do not entail anyinvoluntary actuation of the switch 90, 91.

The presence of the cam surface 165, 166 makes the magnitude of thelinear displacement of pushing on the switch 90, 91 independent of thesize of the lever arm, of its angular stroke, and of the position of thefulcrum with respect to the switch 90, 91.

The provision, in an electronic control device for a bicycle comprisinga support body configured for attachment to the bicycle, a push-operatedswitch, and a control lever actuatable for switching the switch in orderto issue a command, of the fact that the driven region of the controllever has a cam surface configured to amplify a displacement of thedriven region caused by the rotation of the control lever into a largerdisplacement of a cam follower associated with the cam surface, said camfollower actuating said switch by directly or indirectly pushing it, isinnovative per se, irrespectively of the presence or absence of otherinnovative features of the subject-matter disclosed herein.

It is noted that the protrusions 161, 162, in general the driven regions121, 122 of the control levers 10, 11, are arranged in an intermediatezone of the control regions 12, 13, which extend substantially along theentire length of the control levers 10, 11, so that the control levers10, 11 may act as second-class lever or as third-class lever accordingto where the cyclist rests his/her finger and/or of which finger he/sheuses.

Cam followers 167, 168 are movable in the cam surfaces 165, 166. Thefirst ends 125, 126 of the filiform bodies 117, 118 may be operativelyassociated with the cam followers 167, 168.

The cam followers 167, 168 may comprise a pair of pushers 169, 170preferably cup-shaped in order to house the first ends 125, 126 of thefiliform bodies 117, 118, and articulated in the cam followers 167, 168so as to be able to remain extended along one and the same directionduring the movement of the cam followers 167, 168 in the cam surfaces165, 166.

The auxiliary body 150 has a pair of seats 171, 172 for snapping thereina pair of bushings 173, 174 for holding end flanges (cf. flange 176visible in FIG. 13 ) of the first ends 119, 120 of the guide elements113, 114 in order to prevent axial sliding thereof.

The bushings 173, 174 may also serve as guides of the pushers 169, 170of the cam followers 167, 168. Through holes 177, 178 are provided onthe bottom of the seats 171, 172 for the passage of the filiform bodies117, 118.

Both at the first ends 119, 120, and at the second ends 123, 124, theguide elements 113, 114 may lack the flanges 133, 134, 176 and thecorresponding one, by being fixed for example through incompressiblesleeves, for example provided with conical surfaces coupled with conicalsurfaces of a clamping ferrule, or in other suitable ways to preventtheir axial sliding.

With reference also to FIGS. 12 and 13 , wherein only one manualactuation member or control lever 11 and only one motion transmissiondevice 26 are shown, and only the main reference numbers are shown forthe sake of clarity, when, in the condition of FIG. 12 , the controllever 11 is not actuated, the cam follower 168 is at an end of the camsurface 166. The pusher 170 with the first end 126 of the filiform body118 is in a rearward position, so that the first end 126 of the filiformbody 118 protrudes by a comparatively large amount from the first end120 of the guide element 114. In the case switch 92, the second end 128of the filiform body 118 is in a rearward position and protrudes by acomparatively small amount from the second end 124 of the guide element114. The auxiliary pusher 142 is spaced from the pusher 140 by the gap147, the spring 144 is not compressed. The pusher 140 does not deformthe deformable dome-shaped diaphragm 102, and the switch 91 is open.

When, in the condition of FIG. 13 , the control lever 11 is actuated,the cam follower 168 is at the other end of the cam surface 166. Thepusher 170 with the first end 126 of the filiform body 118 is in aforward position, so that the first end 126 of the filiform body 118protrudes by a comparatively small amount from the first end 120 of theguide element 114. In the switch case 92, the second end 128 of thefiliform body 118 is in a forward position and protrudes by acomparatively large amount from the second end 124 of the guide element114. The auxiliary pusher 142 has been brought close to the pusher 140and has pushed it, after having completely absorbed the gap 147, thuscompressing the spring 144, to deform the deformable dome-shapeddiaphragm 102, so that the switch 91 is closed.

When the control lever 11 is released, the return force of the spring144 restores the condition of above-described FIG. 12 .

The auxiliary pushers 141, 142 may be omitted, the second ends 127, 128of the filiform body 117, 118 directly acting on the pushers 139, 140which are in contact with the diaphragms 101, 102 of the switches 90,91. The pushers 139, 140 may also be omitted, the second ends 127, 128of the filiform body 117, 118 directly acting on the diaphragms 101,102. Vice versa, only the auxiliary pushers 141, 142 may be present andact on the diaphragms 101, 102.

More in general, each seat 137, 138 is a sliding seat of at least oneelement (for example, the filiform bodies 117, 118 and/or the pushers139, 140 and/or the pushers 141, 142) directly or indirectly pushed bythe driven region of the manual actuation member 10, 11, in the caseshown by the driven region 121, 122 of the control lever 10, 11. Thesliding seats 137, 138 have, as mentioned, a first opening 148, 149facing toward the switch 90, 91 and a second opening 135, 136 opposed tothe first opening.

As shown in FIGS. 14 and 15 , the motion transmission devices 25, 26 mayhave a pair of springs 179, 180 either also (FIG. 14 ) or only (FIG. 15) at the first ends 125, 126 of the filiform body 117, 118, whichsprings 179, 180 are shortened while the control levers 10, 11 areactuated, and return to an elongated condition when the control levers10, 11 are released, thus restoring (FIG. 14 ) or contributing torestore (FIG. 15 ) the rest condition of the motion transmission devices25, 26. The springs 179, 180 cooperate with the springs 143, 144, ifprovided for (FIG. 14 ), to restore the rest condition of the motiontransmission devices 25, 26 upon release of the control lever 10, 11.

As shown in FIGS. 16 and 17 , the motion transmission devices 25, 26need not necessarily have a filiform body 117, 118 slidingly guidedwithin a guide element 113, 114.

In FIG. 16 motion transmission devices 25, 26 are shown comprisingarticulated bodies 190, 191 in lieu of the filiform bodies 117, 118,formed by rigid segments 192, 193, 194; 195, 196, 197, three in the caseshown merely by way of an example. The intermediate rigid segments 193,196 may be formed by two parallel branches, as shown. The guide elements113, 114 are omitted.

The ferrules 131, 132 and the bushings 173, 174 in this case only playthe role of guiding the articulated bodies 190, 191 and they may also beomitted.

The articulated bodies 190, 191 are capable of following the movement ofthe brake lever 5.

In FIG. 17 motion transmission devices 25, 26 are shown, comprisingrigid bodies 188, 189 in lieu of the filiform bodies 117, 118; the guideelements 113, 114 are omitted. Also in this case, the ferrules 131, 132and the bushings 173, 174 only play the role of guides of the rigidbodies 198, 199 and might also be omitted. The rigid bodies 188, 189 donot allow the movements of the brake lever 5 to be followed, but theconfiguration may turn out to be useful, for example, for controldevices not configured for drop bar handlebars.

In both cases of FIGS. 16 and 17 , both the springs 143, 144 at thesecond end 127, 128 of the articulated bodies 190, 191, respectively ofthe rigid bodies 198, 199, in the case switch 92, and the springs 179,180 at the first end of the articulated bodies 190, 191, respectively ofthe rigid bodies 188, 189, are shown, but they need not necessarily beall present.

In FIGS. 14-17 the other reference numbers, corresponding to those ofFIG. 10 , are omitted for the sake of simplicity.

It is noted that the filiform bodies 117, 118, the articulated bodies190, 191, and the rigid bodies 198, 199 are all substantiallylongitudinally incompressible bodies.

The configuration of the oversized seats 137, 138, with the pair ofpushers 139, 141; 140, 142 and the gap 146, 147 therebetween in the restcondition of the control lever 10, 11 embodies an example of ade-coupling mechanism operatively interposed between the control lever10, 11 and the switch 90, 91. The de-coupling mechanism is effective tode-couple the manual actuation member 10, 11 from the switch 90, 91during a first portion of the actuation stroke of the manual actuationmember 10, 11.

While the first end 125, 126 of the filiform body 117, 118 is pushed(directly or indirectly as shown) by the driven region 121, 122 of thecontrol lever 10, 11 during the actuation thereof, the second end 127,128 of the filiform body 117, 118 acts by pushing on the switch 90, 91only after the gap 146, 147 present between the filiform body 117, 118and said switch 90, 91 in the rest condition of the control lever 10, 11has been absorbed.

Through such a de-coupling mechanism, despite the small stroke of theswitch 90, 91, a movement of the control lever 10, 11 or in general ofthe manual actuation member 10, 11 large enough to be perceived by thecyclist may be allowed, for example a rotation by 10° of the controllever 10, 11.

Furthermore, because such a large enough movement of the control lever10, 11, in general of the manual actuation member 10, 11, is necessary,then small oscillations of the control lever 10, 11, in general of themanual actuation member 10, 11, caused for example by vibrations orsmall movements of the cyclist's hand or fingers, do not entail anyinvoluntary actuation of the switch 90, 91. It is noted that this effectis additional to and independent of the similar effect of the camsurfaces 165, 166 described above.

The sliding seats 137, 138 and the gap 146, 147 may be so sized that,for example, 70% of the stroke of the control lever 10, 11, for examplethe first 7°, corresponds to the absorption of the gap 146, 147 whileonly the remaining 30% of the stroke of the control lever 10, 11 servesto effectively close the switch 90, 91.

The de-coupling mechanism, moreover, by introducing an idle stroke ofthe manual actuation member 10, 11, also improves the cyclist's tactilefeeling because the cyclist perceives the instant when the de-couplingmechanism stops being effective, and thereafter also the instant whenthe switch 90, 91 closes, for example with the deformable dome-shapeddiaphragm 101, 102 snapping.

As mentioned, not all the above-mentioned sliding elements in thesliding seat 137, 138 of the de-coupling mechanism are necessary, andindeed they may be totally absent when in the seat 137, 138 the drivenregion of the manual actuation member 10, 11 directly slides, namelywhen the motion transmission devices 25, 26 are totally absent. When itis a control lever, the sliding seat extends along a curve in order toallow the rotation movement of the control lever.

In order to embody the de-coupling mechanism, the gap or empty space inthe sliding seat may be generally formed between the manual actuationmember and the switch, in the rest condition of the manual actuationmember; while the manual actuation member, during actuation thereof,acts by directly or indirectly pushing on the switch only after theabsorption of said gap.

The gap 146, 147 may be considered as generally formed between the firstpusher 139, 140, on the side of the sliding seat 137, 138 having theopening 148, 149 facing toward the switch 90, 91, and the manualactuation member 10, 11, when it is not actuated.

The gap 146, 147 may also be considered as generally formed between thesecond pusher or auxiliary pusher 141, 142 and the switch 90, 91, whenthe manual actuation member 10, 11 is not actuated.

The gap 146, 147 may be provided for also in the absence of one of orboth pushers 139, 141; 140, 142 of each motion transmission device 25,26, for example directly between the filiform bodies 117, 118 or thearticulated bodies 190, 191 or the rigid bodies 198, 199 and the switch90, 91.

Alternatively or additionally, another gap (not shown) may be providedfor at the first end 125, 126 of the filiform bodies 117, 118 or of thearticulated bodies 190, 191 or of the rigid bodies 198, 199. When twogaps are present, at both ends of the motion transmission device 25, 26,the control lever 10, 11 or in general the manual actuation devicestarts being effective in closing the switch 90, 91 only after havingabsorbed both gaps.

It is noted that the spring 143, 144 is not strictly necessary. Indeed,in the absence of the spring 143, 144, when the manual actuation member10, 11 is not actuated, it may occur that by gravity an element slidingin the seat 137, 138 (be it the pusher 139, 140 or the pusher 141, 142in the absence thereof or the filiform body 117, 118 in the absencethereof) faces the opening 148, 149 and enters into or remains incontact with the switch 90, 91, but does not perform the push actionnecessary to actuate the latter.

Moreover, it is noted that, alternatively or additionally to the spring143, 144, other return means may be provided for, for example othersprings at the first ends 125, 126 of the filiform bodies 117, 118 asdescribed above.

The de-coupling mechanism represents an innovative aspect per se of thesubject-matter disclosed herein. In particular the de-coupling mechanismmay also be provided independently of the motion transmission device 25,26.

When the motion transmission device 25, 26 comprises the substantiallylongitudinally incompressible filiform body 117, 118 slidingly guidedwithin the guide element 113, 114, the filiform body 117, 118 and theguide element 113, 114 may have enough flexibility to follow themovements of the brake lever 5, in the case of a control device 1 forcurved handlebars. They may have a flexural rigidity module E<=20 GPa.Between the filiform body 117, 118 and the guide element 113, 114 theremay be a friction coefficient Mu<=0.8.

The filiform body 117, 118 and the guide element 113, 114 may be made ofa metal material, for example steel, or of a thermoplastic material, forexample polyetherketone (PEEK), or of an elastomeric material, forexample of a thermoplastic elastomer (TPE), or of a composite material,for example of glass/carbon fiber reinforced polyamide (PA GF/CFReinforced), or of a thermoset material, for example polyurethane; thematerial of the two components may be the same or different.

The filiform body 117, 118 and the guide element 113, 114 may be madethrough a process of extrusion or co-extrusion, or injection moulding,or compression moulding, or drawing, or lamination, or braiding to forma braided sock.

With reference to FIGS. 18 and 19 , the filiform body 117, 118 may havea polygonal cross-section (FIG. 18 ) or a curvilinear cross-section soas to have longitudinal grooves (FIG. 19 ). Alternatively, the filiformbody 117, 118 may have a polygonal cross-section. Furthermore, thecross-section of the filiform body 117, 118 may be solid or hollow. Thecross-sectional shape of the cavity may be the same as thecross-sectional shape of the mantle or not.

The guide element 113, 114 may also have a hollow curvilinearcross-section so as to have longitudinal grooves 201 (FIG. 18 ), or ahollow polygonal cross-section, or else a hollow cylindricalcross-section. The cross-sectional shape of the cavity may be the sameas the cross-sectional shape of the mantle or not.

As shown in FIG. 19 , wherein the cross-sectional shapes of the filiformbody 117, 118 and of the guide element 113, 114 are to be meant as beingmerely by way of an example, a single guide element 113 may be shared bytwo (or more) motion transmission devices 25, 26 provided between two ormore switches 90, 91 and the respective manual actuation members 10, 11,by having two or more side-by-side filiform through cavities 115, 116.

Furthermore, as shown in FIGS. 18-19 , between the filiform body 117,118 and the guide element 113, 114 there may be a clearance 202, 203,but it is not strictly necessary.

The clearance 202, 203, if present, is for example less than the maximumcross size of the filiform body 117, 118, indicated as d_o in FIGS.18-19 . More in particular, indicating with D_o the diameter of theexternally circumscribed circle of the guide element 113, 114, with D_ithe diameter of the internally inscribed circle of the guide element113, 114, with d_o the diameter of the externally circumscribed circleof the filiform body 117, 118, with d_i the diameter of the internallyinscribed circle of the filiform body 117, 118, the clearance 202, 203may be such that formula D_i−d_o<=d_0 applies.

The filiform body 117, 118 need not necessarily be a single elementrather it may be formed by a plurality of elements aligned along thefiliform through cavity 115, 116 of the guide element 113, 114. Forexample, the elements of said plurality may be selected from the groupconsisting of spheres, cylinders, disks and prisms. In this way, theflexibility of the motion transmission device 25, 26 is increased,because the elements of the plurality may mutually slide in thetransversal direction of the guide element 113, 114.

In particular in the case of spheres, the above-mentioned clearance 202,203 is not necessary in that the sliding of the filiform body 117, 118is aided by the low rolling friction of the spheres in the guide element113, 114.

A motion transmission device 25, 26 as described above may also turn outto be useful for control devices configured for handlebars differentfrom a drop bar, or for the so-called bar-end control devices or forcontrol devices arranged anywhere on the bicycle frame. Indeed, also inall these cases it may turn out to be useful, for example, to arrange amanual actuation member in a remote position with respect to an electricswitch controlled thereby.

It is emphasized once more that the control device 1 shown above,comprising the wireless communication device, is free of cabling towardsthe external.

Furthermore, thanks to the motion transmission devices 25, 26 betweenthe control levers 10, 11 and the switches 90, 91, all theelectric/electronic components are conveniently housed in the supportbody 2 where they may be easily electrically insulated and protectedfrom the elements, besides from shocks and dirt.

The configuration of the switch case 92 allows a quick replacement incase of damage to the switches 90, 91 and/or to the motion transmissiondevices 25, 26.

As already emphasized, not all of the above-described components arenecessarily present in the control device 1 and/or are not necessarilyconfigured and/or arranged as described. Only some of the variouspossible changes are discussed below.

The control device 1 might be attached elsewhere on the bicycle, forexample at the resting bars protruding forwards in the handlebarsspecialized for speed races (bar-end control devices), or in otherpositions of the handlebars or of the frame, the support body 2 beingconfigured accordingly even very differently from what has been shown.

Not all the manual actuation members 5, 10, 11, 16, 17 are strictlynecessary, just as vice versa there may be other manual actuationmembers.

The control regions of the control levers arranged behind the brakelever may have configurations and/or positions even remarkably differentfrom what has been shown.

The control levers arranged behind the brake lever may also be pivotedon the support body, instead of on the brake lever. Said control leversneed not necessarily actuate an electric switch, rather they may bemechanic control levers.

Even when the control levers arranged behind the brake lever control arespective electric switch remote therefrom, there need not necessarilybe a motion transmission device of the type described above.

At the brake lever may there may also be manual actuation membersdifferent from control levers, for example of the push-button type, inorder to actuate the possible switches or to emit non-electric commands.Vice versa, on the support body 2 manual actuation members of the levertype or of the small lever type or of the tilting type may be providedfor, in order to actuate the possible switches or to emit non-electriccommands.

In an electronic control device, one single switch controlled through amotion transmission device, or none, or more than two may be providedfor.

The control device need not necessarily comprise a wirelesscommunication module and, when comprising it, need not necessarilycomprise a coaxial cable as described above.

The various alternative embodiments, variants and/or possibilities ofeach component or group of components that have been described are to bemeant as combinable with each other in any manner, unless they aremutually incompatible.

The above is a description of various embodiments, variants and/orpossibilities of inventive aspects, and further changes can be madewithout departing from the scope of the present invention. The shapeand/or size and/or location and/or orientation of the various componentsand/or the succession of the various steps can be changed. The functionsof an element or module can be carried out by two or more components ormodules, and vice-versa. Components shown directly connected to orcontacting each other can have intermediate structures arranged inbetween them. Steps shown directly following each other can haveintermediate steps carried out between them. The details shown in afigure and/or described with reference to a figure or to an embodimentcan apply in other figures or embodiments. Not all of the details shownin a figure or described in a same context must necessarily be presentin a same embodiment. Features or aspects that turn out to be innovativewith respect to the prior art, alone or in combination with otherfeatures, should be deemed to be described per se, irrespective of whatis explicitly described as innovative.

* * *

What is claimed is:
 1. An integrated control device for curved bicyclehandlebars comprising: a support body configured for attachment to acurved bicycle handlebar, a brake lever for controlling a brake, and apair of control levers, each control lever having a control region,intended for application of a manual force, arranged behind the brakelever, wherein the control regions of the pair of control levers arearranged one above the other.
 2. The integrated control device accordingto claim 1, wherein the control regions of the pair of control leversare separated by a slit.
 3. The integrated control according to claim 2,wherein the brake lever has a distal face having a rear edge and alongitudinal direction defined by a line tangent to the rear edge andintersecting a pivot axis of the brake lever and wherein the slitextends slanted downwards along a direction forming an angle comprisedbetween 15° and 60° with the longitudinal direction of the brake lever.4. The integrated control device according to claim 1, wherein thecontrol regions of the pair of control levers extend on surfaces that,at a rear edge of the brake lever, are tangent to a distal face of thebrake lever.
 5. The integrated control device according to claim 1,wherein the control regions of the pair of control levers extend on asame plane or on a curved surface having a constant or uniformlychanging radius of curvature.
 6. The integrated control device accordingto claim 1 wherein the control regions include an upper control regionthat is comparatively short and wide and a lower control region that iscomparatively tall and narrow.
 7. The integrated control deviceaccording to claim 1, wherein the control regions of the pair of controllevers have different surface textures from each other.
 8. Theintegrated control device according to claim 1, wherein each controllever of the pair of control levers is articulated about an axissubstantially orthogonal to a pivot axis of the brake lever.
 9. Theintegrated control device according to claim 1, wherein each controllever of the pair of control levers is articulated at an upper endthereof.
 10. The integrated control device according to claim 1, whereinboth control levers of the pair of control levers are movable between arest position behind the brake lever and an actuation position proximalwith respect to the rest position.
 11. The integrated control deviceaccording to claim 1, wherein each control lever of the pair of controllevers is articulated on the brake lever.
 12. The integrated controldevice according to claim 1, wherein each control lever of the pair ofcontrol levers controls an electric switch.
 13. The integrated controldevice according to claim 12, wherein each control lever of the pair ofcontrol levers is articulated on the brake lever and each electricswitch is housed on the support body, a motion transmission device froma driven region of the respective control lever to the electric switchbeing provided for.
 14. The integrated control device according to claim12, wherein each electric switch is a push-operated switch and whereinthe driven region of each control lever of the pair of control levershas a cam surface configured to amplify a displacement of the drivenregion caused by the rotation of the control lever into a largerdisplacement of a cam follower associated with the cam surface, said camfollower actuating said electric switch by directly or indirectlypushing said electric switch.
 15. The integrated control deviceaccording to claim 14, wherein a pusher is articulated in the camfollower so as to be able to remain extending along one and the samedirection during the movement of the cam follower in the cam surface.16. The integrated control device according to claim 1, wherein the pairof control levers are for controlling a gear ratio.
 17. The integratedcontrol device according to claim 3, wherein the angle is comprisedbetween 25° and 55°.
 18. The integrated control device according toclaim 3, wherein the angle is comprised between 35° and 50°.